System and method for generating vacuum via an engine

ABSTRACT

Methods and systems for improving vacuum generation for an engine that may be operated at higher altitudes are presented. In one non-limiting example, a transmission that is mechanically coupled to the engine may be shifted from a gear to neutral in response to an actual total number of times a vehicle brake pedal is applied and partially released while the vehicle is stopped and the brake pedal is applied.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. patent application Ser.No. 14/559,042, entitled “SYSTEM AND METHOD FOR GENERATING VACUUM VIA ANENGINE,” filed on Dec. 3, 2014. The entire contents of theabove-referenced application are hereby incorporated by reference in itsentirety for all purposes.

BACKGROUND/SUMMARY

A small displacement engine may be boosted (e.g., pressurizing) toprovide power output that is similar to a larger engine. The smallerengine may exhibit reduced pumping losses and reduced engine friction ascompared to a larger engine. However, it may be more difficult for thesmaller engine to produce a same amount of intake manifold vacuum as thelarger engine when both the smaller engine and the larger engine areoperating at a same speed and torque output. Further, the smaller enginemay provide sufficient vacuum for vehicle vacuum systems during someconditions, but the same engine may not provide sufficient vacuum forvehicle vacuum systems during other conditions. Consequently, it may bedesirable to provide a way for smaller displacement engines to providesufficient levels of intake manifold vacuum during a broader range ofengine operating conditions.

The inventors herein have recognized the above-mentioned issues and havedeveloped a vehicle method, comprising: shifting a transmission from agear to neutral via a controller in response to an actual total numberof braking events being greater than a threshold.

By shifting a transmission coupled to an engine into neutral from aforward or reverse gear, load on the engine may be reduced so thatengine intake manifold pressure may be reduced. The engine may provideadditional vacuum to vehicle vacuum systems when intake manifoldpressure is lower. For example, shifting the transmission into neutralmay alleviate one particular condition where the smaller engine may havedifficulty providing a desired amount of vacuum at higher altitudes. Inparticular, during a condition where a driver repeatedly applies andpartially releases a brake pedal when a vehicle is stopped at a higheraltitude, shifting the transmission into neutral may increase enginevacuum and reduce a possibility of hard brake pedal feel.

The present description may provide several advantages. Specifically,the approach may improve operation of a vehicle's vacuum operatedsystems. Additionally, the approach may not increase engine fuelconsumption much of the time since the approach may only be appliedduring selected engine operating conditions that may not be frequentlyencountered. Further, the approach may improve driver satisfaction byreducing the possibility of hard brake pedal feel. Shifting thetransmission to neutral results in a slightly delayed acceleration uponcommanding vehicle acceleration with the accelerator pedal if thetransmission engagement torque application is managed. Thus, neutralidle may be used to improve brake booster vacuum only during selectconditions where vacuum production is desired to reduce the possibilityof low vacuum conditions. This action may be applied at high altitude(low BP) and closely repeated brake pedal motion conditions. The methoddetects these conditions and commands neutral idle when they occur.Further, neutral idle is also commanded when brake booster vacuum isbelow a threshold.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 shows a schematic depiction of an engine and vacuum system;

FIG. 2 shows a schematic depiction of an example vehicle driveline;

FIG. 3 shows a flowchart of an example method for improving vacuumgeneration for a vehicle having an engine; and

FIG. 4 shows an example vacuum generating sequence according to themethod of FIG. 3.

DETAILED DESCRIPTION

The present description is related to proving vacuum to a vehicle thatincludes an engine. The engine may be configured as is shown in FIG. 1.The engine of FIG. 1 may be incorporated into a vehicle driveline asshown in FIG. 2. The system of FIGS. 1 and 2 may include executableinstructions to provide the method of FIG. 3. An engine may produceadditional vacuum via shifting a transmission as is shown in thesequence of FIG. 4.

Referring to FIG. 1, internal combustion engine 10, comprising aplurality of cylinders, one cylinder of which is shown in FIG. 1, iscontrolled by electronic engine controller 12. Engine 10 includescombustion chamber 30 and cylinder walls 32 with piston 36 positionedtherein and connected to crankshaft 40. Flywheel 97 and ring gear 99 arecoupled to crankshaft 40. Starter 96 (e.g., low voltage (operated withless than 30 volts) electric machine) includes pinion shaft 98 andpinion gear 95. Pinion shaft 98 may selectively advance pinion gear 95to engage ring gear 99. Starter 96 may be directly mounted to the frontof the engine or the rear of the engine. In some examples, starter 96may selectively supply torque to crankshaft 40 via a belt or chain. Inone example, starter 96 is in a base state when not engaged to theengine crankshaft. Combustion chamber 30 is shown communicating withintake manifold 44 and exhaust manifold 48 via respective intake valve52 and exhaust valve 54. Each intake and exhaust valve may be operatedby an intake cam 51 and an exhaust cam 53. The position of intake cam 51may be determined by intake cam sensor 55. The position of exhaust cam53 may be determined by exhaust cam sensor 57. Intake valve 52 may beselectively activated and deactivated by valve activation device 59.Exhaust valve 54 may be selectively activated and deactivated by valveactivation device 58.

Fuel injector 66 is shown positioned to inject fuel directly intocylinder 30, which is known to those skilled in the art as directinjection. Fuel injector 66 delivers liquid fuel in proportion to thepulse width from controller 12. Fuel is delivered to fuel injector 66 bya fuel system (not shown) including a fuel tank, fuel pump, and fuelrail (not shown). In one example, a high pressure, dual stage, fuelsystem may be used to generate higher fuel pressures.

In addition, intake manifold 44 is shown communicating with turbochargercompressor 162 and engine air intake 42. In other examples, compressor162 may be a supercharger compressor. Shaft 161 mechanically couplesturbocharger turbine 164 to turbocharger compressor 162. Optionalelectronic throttle 62 (e.g., central or engine intake manifoldthrottle) adjusts a position of throttle plate 64 to control air flowfrom compressor 162 to intake manifold 44. Pressure in boost chamber 45may be referred to as throttle inlet pressure since the inlet ofthrottle 62 is within boost chamber 45. The throttle outlet is in intakemanifold 44. In some examples, throttle 62 and throttle plate 64 may bepositioned between intake valve 52 and intake manifold 44 such thatthrottle 62 is a port throttle. Compressor recirculation valve 47 may beselectively adjusted to a plurality of positions between fully open andfully closed. Waste gate 163 may be adjusted via controller 12 to allowexhaust gases to selectively bypass turbine 164 to control the speed ofcompressor 162.

Air filter 43 cleans air entering engine air intake 42 via inlet 3 whichis exposed to ambient temperature and pressure. Converted combustionbyproducts are exhausted at outlet 5 which is exposed to ambienttemperature and pressure. Thus, piston 36 and combustion chamber 30 mayoperate as a pump when engine 10 rotates. Inlet 3 is upstream of outlet5 according to a direction of flow through engine 10, exhaust manifold48, and engine air intake 42. Upstream does not include anything outsidethe engine past the inlet, and downstream does not include anythingoutside the engine past the outlet.

Distributorless ignition system 88 provides an ignition spark tocombustion chamber 30 via spark plug 92 in response to controller 12.Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled toexhaust manifold 48 upstream of catalytic converter 70. Alternatively, atwo-state exhaust gas oxygen sensor may be substituted for UEGO sensor126.

Converter 70 can include multiple catalyst bricks, in one example. Inanother example, multiple emission control devices, each with multiplebricks, can be used. Converter 70 can be a three-way type catalyst inone example.

Engine 10 may provide vacuum to vacuum reservoir 81 via check valve 83.Air flows from vacuum reservoir 81 into intake manifold 44 when pressurein intake manifold is less than pressure in vacuum reservoir 81. Vacuumreservoir 81 provides vacuum to vacuum consumers 82. Vacuum consumersmay include but are not limited to brake boosters, waste gate actuators,and air conditioning duct actuators.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, read-onlymemory 106 (e.g., non-transitory memory), random access memory 108, keepalive memory 110, and a conventional data bus. Controller 12 is shownreceiving various signals from sensors coupled to engine 10, in additionto those signals previously discussed, including: engine coolanttemperature (ECT) from temperature sensor 112 coupled to cooling sleeve114; a position sensor 134 coupled to an accelerator pedal 130 forsensing force applied by foot 132; a position sensor 154 coupled tobrake pedal 150 for sensing force applied by foot 152, a measurement ofengine manifold pressure (MAP) from pressure sensor 123 coupled tointake manifold 44; a measurement of engine boost pressure or throttleinlet pressure from pressure sensor 122; an engine position from a Halleffect sensor 118 sensing crankshaft 40 position; a measurement of airmass entering the engine from sensor 120; and a measurement of throttleposition from sensor 68. Barometric pressure may also be sensed (sensornot shown) for processing by controller 12. In a preferred aspect of thepresent description, engine position sensor 118 produces a predeterminednumber of equally spaced pulses every revolution of the crankshaft fromwhich engine speed (RPM) can be determined.

During operation, each cylinder within engine 10 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 54 closes and intake valve 52 opens. Air isintroduced into combustion chamber 30 via intake manifold 44, and piston36 moves to the bottom of the cylinder so as to increase the volumewithin combustion chamber 30. The position at which piston 36 is nearthe bottom of the cylinder and at the end of its stroke (e.g. whencombustion chamber 30 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC).

During the compression stroke, intake valve 52 and exhaust valve 54 areclosed. Piston 36 moves toward the cylinder head so as to compress theair within combustion chamber 30. The point at which piston 36 is at theend of its stroke and closest to the cylinder head (e.g. when combustionchamber 30 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustionchamber. In a process hereinafter referred to as ignition, the injectedfuel is ignited by known ignition means such as spark plug 92, resultingin combustion.

During the expansion stroke, the expanding gases push piston 36 back toBDC. Crankshaft 40 converts piston movement into a rotational torque ofthe rotary shaft. Finally, during the exhaust stroke, the exhaust valve54 opens to release the combusted air-fuel mixture to exhaust manifold48 and the piston returns to TDC. Note that the above is shown merely asan example, and that intake and exhaust valve opening and/or closingtimings may vary, such as to provide positive or negative valve overlap,late intake valve closing, or various other examples.

Referring now to FIG. 2, FIG. 2 is a block diagram of a vehicle 225including a driveline 200. The driveline of FIG. 2 includes engine 10shown in FIG. 1. Driveline 200 may be powered by engine 10. Enginecrankshaft 40 is shown coupled to torque converter 206. In particular,engine crankshaft 40 is mechanically coupled to torque converterimpeller 285. Torque converter 206 also includes a turbine 286 to outputtorque to transmission input shaft 270. Transmission input shaft 270mechanically couples torque converter 206 to automatic transmission 208.Torque converter 206 also includes a torque converter bypass lock-upclutch 212 (TCC). Torque is directly transferred from impeller 285 toturbine 286 when TCC is locked. TCC is electrically operated bycontroller 12. Alternatively, TCC may be hydraulically locked. In oneexample, the torque converter may be referred to as a component of thetransmission.

When torque converter lock-up clutch 212 is fully disengaged, torqueconverter 206 transmits engine torque to automatic transmission 208 viafluid transfer between the torque converter turbine 286 and torqueconverter impeller 285, thereby enabling torque multiplication. Incontrast, when torque converter lock-up clutch 212 is fully engaged, theengine output torque is directly transferred via the torque converterclutch to an input shaft 270 of transmission 208. Alternatively, thetorque converter lock-up clutch 212 may be partially engaged, therebyenabling the amount of torque directly relayed to the transmission to beadjusted. The controller 12 may be configured to adjust the amount oftorque transmitted by torque converter 212 by adjusting the torqueconverter lock-up clutch in response to various engine operatingconditions, or based on a driver-based engine operation request.

Automatic transmission 208 includes gear clutches (e.g., reverse andgears 1-6) 211 and forward clutch 210. The gear clutches 211 (e.g.,1-10) and the forward clutch 210 may be selectively engaged to propel avehicle. Torque output from the automatic transmission 208 may in turnbe relayed to wheels 216 to propel the vehicle via output shaft 260.Specifically, automatic transmission 208 may transfer an input drivingtorque at the input shaft 270 responsive to a vehicle travelingcondition before transmitting an output driving torque to the wheels216.

Further, a frictional force may be applied to wheels 216 by engagingwheel brakes 218. In one example, wheel brakes 218 may be engaged inresponse to the driver pressing his foot on a brake pedal as shown inFIG. 1. In other examples, controller 12 or a controller linked tocontroller 12 may apply engage wheel brakes. In the same way, africtional force may be reduced to wheels 216 by disengaging wheelbrakes 218 in response to the driver releasing his foot from a brakepedal. Further, vehicle brakes may apply a frictional force to wheels216 via controller 12 as part of an automated engine stopping procedure.

Controller 12 may be configured to receive inputs from engine 10, asshown in more detail in FIG. 1, and accordingly control a torque outputof the engine and/or operation of the torque converter, transmission,clutches, and/or brakes. As one example, an engine torque output may becontrolled by adjusting a combination of spark timing, fuel pulse width,fuel pulse timing, and/or air charge, by controlling throttle openingand/or valve timing, valve lift and boost for turbo- or super-chargedengines. In the case of a diesel engine, controller 12 may control theengine torque output by controlling a combination of fuel pulse width,fuel pulse timing, and air charge. In all cases, engine control may beperformed on a cylinder-by-cylinder basis to control the engine torqueoutput. Controller 12 may also control torque output and electricalenergy production from DISG by adjusting current flowing to and fromfield and/or armature windings of DISG as is known in the art.

When idle-stop conditions are satisfied, controller 12 may initiateengine shutdown by shutting off fuel and/or spark to the engine.However, the engine may continue to rotate in some examples. Further, tomaintain an amount of torsion in the transmission, the controller 12 mayground rotating elements of transmission 208 to a case 259 of thetransmission and thereby to the frame of the vehicle. When enginerestart conditions are satisfied, and/or a vehicle operator wants tolaunch the vehicle, controller 12 may reactivate engine 10 by craningengine 10 and resuming cylinder combustion.

Thus, the system of FIGS. 1 and 2 provides for a vehicle system,comprising: an engine; a transmission coupled to the engine; and acontroller including instructions stored in a non-transitory memory forshifting the transmission from a gear to neutral in response to avehicle being stopped, a brake pedal being applied, and more than apredetermined actual total number of braking events before the brakepedal is fully released. The vehicle system includes where the number ofbraking events is based on an actual total number of times a brake pedalis applied and released. The vehicle system further comprises additionalinstructions to increase the engine idle speed in response to an actualtotal number of braking events. The vehicle system further comprisesadditional instructions to shift the transmission to the gear inresponse to the brake pedal being fully released. The vehicle systemfurther comprises additional instructions to shift the transmission tothe gear in response to an accelerator pedal being applied. The vehiclesystem includes where the gear is a forward gear or reverse.

Referring now to FIG. 3, a method for operating an engine is shown. Themethod of FIG. 3 may be incorporated into the system of FIGS. 1 and 2 asexecutable instructions stored in non-transitory memory. Further, themethod of FIG. 3 may provide the operating sequence as is shown in FIG.4.

The following method is applicable to vehicles that are in gear (i.e.not in park or neutral). At 302, method 300 judges whether or not theengine is at idle conditions and the vehicle brakes are at leastpartially applied. The engine may be at idle conditions when driverdemand torque is substantially zero (e.g., less than three percent offull engine torque) and when the vehicle's speed is a creep speed orless. Creep speed may be defined as a speed a vehicle travels at whendriver demand torque is zero after the vehicle moves after releasingvehicle brakes while vehicle speed is zero. The engine is not at idleconditions when the accelerator pedal is applied by a driver. Thevehicle brakes may be determined to be at least partially applied whenthe brake pedal position is greater than a position the brake pedalassumes when the brake pedal is not applied. If method 300 judges thatthe engine is not at idle with brakes applied, the answer is no andmethod 300 proceeds to 304. Otherwise, the answer is yes and method 300proceeds to 306.

At 304, method 300 adjusts desired engine idle speed to a base idlespeed. A base idle speed may be a speed the engine rotates at when theengine is warm and when driver demand is zero for a period of time. Forexample, a base idle speed for an eight cylinder engine may be 600 RPM.Additionally, an offset speed may be added to the base idle speed forcold ambient temperatures and cold engine temperatures. The engine speedmay be adjusted to a base idle speed via reducing an amount of fuelinjected to the engine, retarding spark timing, and reducing the amountof air flowing through the engine. By retarding spark timing, peakcylinder pressure may be delayed during a cylinder cycle so that theengine produces less torque. Reducing the amount of injected fuel mayreduce engine torque production since less chemical energy is availableto the engine. The engine air amount may be reduced via at leastpartially closing the throttle. Thus, the desired engine idle speed maybe adjusted to the base engine idle speed when the engine is not atidle. Consequently, if the engine returns to idle conditions, the enginemay idle at the desired base engine idle speed.

Additionally, the transmission coupled to the engine is shifted to agear based on a position of a gear selector if the transmission is inneutral. For example, if the transmission is in neutral to increasevacuum production and the gear selector switch is in D (drive), thetransmission may be shifted into first gear. Likewise, if thetransmission is in neutral and the gear selector is in R (reverse), thetransmission is shifted into reverse. If any braking events were countedwhen the engine was at idle, the count is cleared when the engine is notat idle conditions. Method 300 proceeds to 308 after desired engine idlespeed is adjusted to base engine idle speed and the transmission isshifted into a forward or reverse gear.

At 308, method 300 shifts transmission gears based on vehicle speed,engine speed, and engine load. For example, transmission gears may beselected as a function of vehicle speed, engine speed, and engine load.The transmission gears are automatically selected. If the vehicle isstarting from stop, first gear is selected. Additionally, thetransmission gears are in a range selected by the driver. For example,if the driver selects drive (D), the transmission may shift throughgears 1-9. Method 300 proceeds to exit after the transmission gears areautomatically selected.

At 306, method 300 judges whether or not barometric pressure is lessthan a threshold pressure. Barometric pressure may be used as asurrogate for altitude. The engine may not be capable of providing adesired amount of vacuum when the engine is operated at higher than athreshold altitude or lower than a threshold barometric pressure. Ifmethod 300 judges that the engine is operating at barometric pressureless than a threshold pressure, the answer is yes and method 300proceeds to 310. Otherwise, the answer is no and method 300 proceeds to308.

At 310, method 300 determines a torque converter impeller speed wheregreater than (G.T.) a threshold percentage of engine torque istransferred to the torque converter turbine. Alternatively, method 300may determine a threshold torque converter impeller speed where greaterthan a threshold amount of engine torque is transferred to the torqueconverter turbine or the transmission input shaft. In one example, atorque converter transfer function outputs a torque converter torquemultiplier that is based on a difference in torque converter impellerspeed and torque converter turbine speed. Thus, the torque converterimpeller speed where greater than a threshold percentage of enginetorque is transferred to the transmission may be determined by indexingthe torque converter transfer function with the threshold percentage oftorque transferred expressed as a torque converter torque multiplier andtorque converter turbine speed. On the other hand, the torque converterimpeller speed where greater than a threshold amount of engine torquemay be transferred to the torque converter turbine may be determined viamultiplying present engine torque (e.g., based on engine speed and load)by torque converter torque multipliers in the transfer function that areavailable at the present torque converter turbine speed and a range oftorque converter impeller speeds. Method 300 proceeds to 312 after thetorque converter impeller speed where more than a threshold amount oftorque is transferred by the torque converter.

At 312, method 300 counts an actual total number of vehicle brakeapplication and release events. A brake application event may be definedas an increase in brake pedal application distance (e.g., increasing anamount of braking requested) from conditions when the brake pedal wasstopped at a position for more than a threshold amount of time or anincrease in brake pedal application distance from a condition when thebrake pedal was being released. A brake release event may be defined asa decrease in brake pedal application distance (e.g., decreasing anamount of braking requested) from conditions when the brake pedal wasstopped at a position for more than a threshold amount of time or adecrease in brake pedal application distance from a condition when thebrake pedal was being applied. For example, if a brake pedal is applieda first distance, stopped, and then applied a second distance andstopped, two braking events have occurred. Further, if the brake pedalis applied and released without stopping, two braking events haveoccurred (e.g., the application and the release).

In some examples, a braking event is not counted if a braking eventprior to a present braking event occurred more than a threshold timeago. For example, if a first braking event occurs at time T0 and asecond braking event occurs at time T1, time T1 later than time T0 bygreater than the threshold amount of time, only one braking event iscounted (e.g., the braking event at time T1). Further, the number ofbraking events may be reduced by a value of one every threshold numberof seconds unless braking events continue to occur within apredetermined time interval (e.g., every 15 seconds). Further still, thenumber of braking events may be adjusted to a value of zero when theengine is not idling. Thus, braking events may have to occur with apredetermined frequency for the actual number of braking events tocontinue increasing, and the actual number of braking events maydecrease over time if braking events do not occur at a predeterminedfrequency. Method 300 proceeds to 314 after the number of brake eventsbegin to be counted.

At 314, method 300 determines an amount of stored vacuum. In oneexample, method 300 determines an amount of vacuum in a vacuum reservoiror a brake booster by measuring pressure in the brake booster or thevacuum reservoir. Method 300 proceeds to 316 after the amount of storedvacuum is determined.

At 316, method 300 adjusts a threshold vacuum level for the vacuumreservoir or the brake booster based on barometric pressure. Thethreshold vacuum level may be empirically determined and stored tocontroller memory. For example, if a threshold vacuum is 30 kPa belowbarometric pressure at sea level, the threshold vacuum may be reduced to25 kPa at a higher altitude. By adjusting the threshold vacuum level forbarometric pressure, the transmission may be shifted to neutral orengine speed may be increased sooner in time in response to decreasingstored vacuum so that additional vacuum may be provided via the engineintake manifold. In one example, the threshold vacuum level is decreasedin response to a decrease in barometric pressure. The threshold vacuumlevel is increased in response to an increase in barometric pressure.Method 300 proceeds to 318 after the threshold level of stored vacuum isadjusted for barometric pressure.

At 316, method 300 adjusts first and second groups of engine idle speedsin response to barometric pressure. In one example, a first group ofengine idle speeds is provided for an actual number of braking eventswhen a stored amount of vacuum is less than a threshold vacuum. Forexample, if stored vacuum is less than the threshold vacuum and thenumber of braking events is two, the desired engine idle speed may beadjusted to 700 RPM. If stored vacuum is less than the threshold vacuumand the number of braking events is four, the desired engine idle speedmay be adjusted to 750 RPM. The second group of engine idle speeds isprovided for an actual number of braking events when a stored amount ofvacuum is greater than the threshold vacuum. For example, if storedvacuum is greater than the threshold vacuum and the number of brakingevents is two, the desired engine idle speed may be adjusted to 650 RPM.If stored vacuum is great than the threshold vacuum and the number ofbraking events is four, the desired engine idle speed may be adjusted to700 RPM. Method 300 proceeds to 316 after the engine idle speeds in thegroups are adjusted.

At 320, method 300 judges if the stored vacuum level is less than thethreshold vacuum determined and adjusted at 316. In one example, method300 compares the threshold vacuum determined at 316 to a pressure in avacuum reservoir or the brake booster. If the stored vacuum level isless than the threshold vacuum, the answer is yes and method 300proceeds to 340. Otherwise, the answer is no and method 300 proceeds to322.

At 322, method 300 judges if an actual total number of braking events isgreater than (G.T.) a first threshold number of events. In one example,the number is two so that one brake application and release may betolerated without shifting the transmission into neutral to generateadditional vacuum production (e.g., a higher flow rate of air out of thevacuum reservoir). However, any integer number may be the thresholdactual number of braking events. If the actual total number of brakingevents has been exceeded, the answer is yes and method 300 proceeds to324. Otherwise, the answer is no and method 300 proceeds to exit.

At 324, method 300 shifts the transmission from a drive gear or reverseinto neutral. The transmission may be shifted into neutral via releasinga gear clutch. By shifting into neutral, engine load may be reduced sothat engine intake manifold pressure may decrease. Method 300 proceedsto 326 after the transmission is shifted into neutral. If thetransmission is already in neutral, method 300 proceeds to 326.

At 326, method 300 judges if an actual total number of braking events isgreater than (G.T.) a second threshold number of events. In one example,the number is four so that the transmission is shifted to neutral beforethe engine idle speed is increased. However, any integer number may bethe second threshold actual number of braking events. If the secondactual total number of braking events has been exceeded, the answer isyes and method 300 proceeds to 328. Otherwise, the answer is no andmethod 300 proceeds to exit.

At 328, method 300 increases engine speed based on the second group ofdesired engine idle speed values in response to the number of brakingevents. For example, if the second group of desired engine idle speedsincludes values of 750 RPM for two braking events, 800 RPM for fourbraking events, and 825 RPM for six braking events, the desired enginespeed is adjusted to 800 RPM if the actual number of braking events isfour. The engine idle speed is increased to 800 RPM via increasing fueland air supplied to the engine cylinders and/or advancing spark timing.Conversely, the desired engine idle speed may be decreased via reducingan amount of fuel injected, air inducted, and retarding spark timing.Method 300 proceeds to 330 after the engine idle speed is adjusted.

At 330, method 300 limits engine idle speed to a speed less than a speedwhere greater than (G.T.) a threshold amount of engine torque istransferred to the torque converter turbine. For example, if it isdetermined that more than a threshold amount of engine torque istransferred to a torque converter turbine at 850 RPM at 310, engine idlespeed is limited to less than 850 RPM. Alternatively, method 300 limitsengine idle speed to a speed less than a speed where greater than athreshold percentage of engine torque is transferred to the torqueconverter turbine. Method 300 exits after engine idle speed is limited.

At 340, method 300 judges if an actual total number of braking events isgreater than (G.T.) a first threshold number of events. In one example,the number is two so that one brake application and release may betolerated without shifting the transmission into neutral to generateadditional vacuum production (e.g., a higher flow rate of air out of thevacuum reservoir). However, any integer number may be the thresholdactual number of braking events. If the actual total number of brakingevents has been exceeded, the answer is yes and method 300 proceeds to342. Otherwise, the answer is no and method 300 proceeds to exit.

At 342, method 300 shifts the transmission from a drive gear or reverseinto neutral. The transmission may be shifted into neutral via releasinga gear clutch. By shifting into neutral, engine load may be reduced sothat engine intake manifold pressure may decrease. Method 300 proceedsto 344 after the transmission is shifted into neutral. If thetransmission is already in neutral, method 300 proceeds to 344.

At 344, method 300 judges if an actual total number of braking events isgreater than (G.T.) a second threshold number of events. In one example,the number is four so that the transmission is shifted to neutral beforethe engine idle speed is increased. However, any integer number may bethe second threshold actual number of braking events. If the secondactual total number of braking events has been exceeded, the answer isyes and method 300 proceeds to 346. Otherwise, the answer is no andmethod 300 proceeds to exit.

At 346, method 300 increases engine speed based on the first group ofdesired engine idle speed values in response to the number of brakingevents. For example, if the first group of desired engine idle speedsincludes values of 650 RPM for two braking events, 700 RPM for fourbraking events, and 750 RPM for six braking events, the desired enginespeed is adjusted to 750 RPM if the actual number of braking events issix. The engine idle speed is increased to 750 RPM via increasing fuelsupplied to the engine cylinders and/or advancing fuel injection timing.Method 300 proceeds to 330 after the engine idle speed is adjusted.

It should also be noted that the engine idle speed may be reduced to abase idle speed and the transmission may be shifted from neutral to agear in response to application of an accelerator pedal any time aftermethod 300 is in steps 310-346.

In this way, a transmission may be shifted into neutral and engine idlespeed may be increased in response to an actual number of braking eventswhile an engine is operating in a vehicle at idle conditions wherevehicle brakes are applied. The number of braking events may beindicative of vacuum use such that engine vacuum production may beincreased before less than a threshold amount of stored vacuum ispresent in a reservoir. In this way, vacuum production may be increasedbefore the stored vacuum amount is less than a threshold so thatoperation of vacuum consumers may be maintained. Further, in someexamples, method 300 may only shift into neutral only when the brakepedal is being applied. Thus, method 300 may not shift to neutral when abrake pedal is fully or partially released. Additionally, in someexamples, an amount of consumed vacuum may be determined from the numberof brake applications and the distance the brake pedal was stroked.Consequently, the transmission may be shifted into neutral in responseto an amount of consumed vacuum as estimated from brake pedal stroke andnumber of brake pedal applications.

Thus, the method of FIG. 3 provides for a vehicle method, comprising:shifting a transmission from a gear to neutral via a controller inresponse to an actual total number of braking events being greater thana threshold. The method includes where shifting the transmission from agear to neutral is performed in further response to barometric pressurebeing less than a threshold pressure. The method includes where theshifting the transmission in response to the actual total number ofbraking events being greater than a threshold only occurs when a vehiclein which the transmission operates is at zero speed and a driver isapplying vehicle brakes. The method further comprises shifting thetransmission from neutral to the gear in response to release of a brakepedal. The method further comprises shifting the transmission fromneutral to the gear in response to application of an accelerator pedal.

In some examples, the method includes where the number of braking eventsis based on an actual total number of decreases in brake pedalapplication distance. The includes where shifting the transmission froma gear to neutral is performed in further response to an amount ofstored vacuum being less than a threshold.

The method of FIG. 3 also provides for a vehicle method, comprising:shifting a transmission from a gear to neutral via a controller inresponse to an actual total number of braking events being greater thana first threshold; and increasing an engine idle speed in response tothe actual total number of braking events being greater than a secondthreshold. The method includes where second threshold is greater thanthe first threshold. The method includes where shifting the transmissionfrom a gear to neutral is performed in further response to barometricpressure being less than a threshold pressure. The method includes whereshifting the transmission from a gear to neutral is performed in furtherresponse to an amount of stored vacuum being less than a threshold.

In some examples, the further comprises shifting the transmission fromneutral to the gear in response to applying an accelerator pedal. Themethod further comprises decreasing the engine idle speed in response toreleasing a brake pedal. The method further comprises inducting lessthan a threshold amount of air into an engine while the transmission isin neutral.

Referring now to FIG. 4, an example vehicle braking sequence whereengine speed and transmission operating state are adjusted to increaseengine vacuum production via the engine's intake manifold or an ejectoris shown. The signals and sequences of FIG. 4 may be provided by thesystem shown in FIGS. 1 and 2 executing the method of FIG. 3. Verticalmarkers T0-T7 represent times of interest in the sequence. In thisexample, vacuum is provided via engine manifold vacuum as is shown inFIG. 1, but in other examples, vacuum may be provided via an ejector orvacuum pump. The X axes of each plot include SS to indicate a brake intime. During the brake in time the vehicle may be operated.

The first plot from the top of FIG. 4 represents engine speed versustime. The X represents time and time increases from the left side of theplot to the right side of the plot. The Y axis represents engine speedand engine speed increases in the direction of the Y axis arrow.Horizontal line 402 represents a base engine idle speed. Horizontal line404 represents a first engine idle speed adjusted for three vehiclebraking events.

The second plot from the top of FIG. 4 represents vehicle brake pedalposition versus time. The brake pedal application distance increases inthe direction of the Y axis arrow. The X represents time and timeincreases from the left side of the plot to the right side of the plot.

The third plot from the top of FIG. 4 represents an amount of storedvacuum versus time. The Y axis represents an amount of stored vacuum andthe amount of stored vacuum increases in the direction of the Y axisarrow. The X axis represents time and time increases from the left tothe right side of the figure. The fourth plot from the top of FIG. 4represents transmission gear versus time. The Y axis representstransmission gear. D represents drive with forward gears 1-N, N isneutral (e.g., no gear selected and no torque is delivered to vehiclewheels via the transmission), and R represents reverse gear. The X axisrepresents time and time increases from the left to the right side ofthe figure.

The fifth plot from the top of FIG. 4 represents an actual total numberof vehicle braking events versus time. The Y axis represents actualtotal number of vehicle braking events and the actual total number ofvehicle braking events increases in the direction of the Y axis arrow.The X axis represents time and time increases from the left to the rightside of the figure.

The sixth plot from the top of FIG. 4 represents barometric pressureversus time. The Y axis represents barometric pressure and barometricpressure increases in the direction of the Y axis arrow. Higherbarometric pressures indicate lower altitude. The X axis represents timeand time increases from the left to the right side of the figure.

At time T0, the engine speed is decreasing and the brake pedal isapplied. The transmission is in drive. The amount of stored vacuum isincreasing since the brake pedal position is constant. The acceleratoris not applied and the actual number of braking events is zero since theengine is not at idle. These conditions may be indicative ofdecelerating a vehicle. The barometric pressure is low indicating thatthe engine and vehicle are operating above sea level.

At time T1, the brake pedal is released and the engine speed continuesto decline to the base idle speed. The amount of stored vacuum decreasesas the master cylinder consumes vacuum in response to releasing thebrake pedal. The transmission is in drive and the barometric pressure islow.

Between time T1 and time T2, the engine speed reaches the base idlespeed and the vehicle brakes are not applied. The vehicle may move at acreep speed based on the amount of engine torque produced at idle.

At time T2, the driver applies the brake pedal and increases the brakepedal position while the engine is idling. The amount of stored vacuumis decreased in response to the driver applying the brake pedal and theactual number of braking events increases to a value of one. Thetransmission remains in drive and the barometric pressure remainsconstant.

Between time T2 and time T3, the driver partially releases the brakepedal and the amount of stored vacuum decreases. The amount of storedvacuum increases between brake release and apply events as the enginerotates and increases vacuum in the intake manifold (not shown).

At time T3, the driver applies the brake pedal increasing the brakepedal position a second time while the engine is at idle speed. Theamount of stored vacuum is decreased in response to the brakeapplication and the number of braking events increases to a value ofthree. The transmission is shifted from drive to neutral to increasevacuum production by the engine. Thus, the transmission was not shiftedfor the first two braking events, but the transmission was shifted toneutral for the third braking event. The barometric pressure remainsconstant.

Between time T3 and time T4, the driver releases the brake pedal and theamount of stored vacuum decreases. The number of braking events alsoincreases by one to a value of four.

At time T4, the brake pedal is applied a third time while the engine isat idle speed. The amount of stored vacuum continues to decrease inresponse to the brake application and the number of braking events isincreased to five. The engine idle speed is increased a first time tothe level of 404 in response to the number of braking events reaching avalue of five. The barometric pressure remains constant.

At time T5, the brake pedal is fully released. The transmission isshifted from neutral to drive in response to the brake pedal being fullyreleased. In other examples, the transmission may be shifted in responseto the brake pedal being within a threshold distance of being fullyreleased. The engine remains at idle and the barometric pressure remainsconstant.

Between time T5 and time T6, the amount of stored vacuum increases afterthe brake pedal is fully released since vacuum is not being consumed.The actual number of braking events reaches a value of five and thendecrements downward in response to the brake pedal not being applied.The actual number of braking events is adjusted to zero in response tothe stored amount of vacuum reaching a threshold level. In alternativeexamples, the number of actual braking events may countdown to zerobefore a threshold vacuum level is reached. The engine idle speed isreduced to the base idle speed in response to the actual number ofbraking events being reduced. In other examples, the engine idle speedmay be reduced in response to an amount of time since a last brakingevent is greater than a threshold amount of time.

At time T6, the driver applies the brake pedal and increases the brakepedal position while the engine is idling. The amount of stored vacuumis decreased in response to the driver applying the brake pedal and theactual number of braking events increases to a value of one. Thetransmission remains in drive and the barometric pressure remainsconstant at a higher level than at time T2, thereby indicating that theengine is being operated near sea level.

Between time T6 and time T7, the driver partially releases the brakepedal and the amount of stored vacuum decreases. The amount of storedvacuum increases between brake release and apply events as the enginerotates and increases vacuum in the intake manifold (not shown).

At time T7, the driver applies the brake pedal increasing the brakepedal position a second time while the engine is at idle speed. Theamount of stored vacuum is decreased in response to the brakeapplication and the number of braking events increases to a value ofthree. The transmission is not shifted from drive to neutral to increasevacuum production by the engine because the engine is operating at alower altitude where the engine may provide sufficient vacuum.

Thus, the sequence after time T2 and before time T4 is identical to thesequence after time T6 to just after time T7. Nevertheless, thetransmission is shifted at time T3 and not shifted after time T7 inconditions that are otherwise the same. In this way, vacuum generationvia the engine may be contingent upon barometric pressure and/or vehiclealtitude.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other engine hardware. The specificroutines described herein may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system, where thedescribed actions are carried out by executing the instructions in asystem including the various engine hardware components in combinationwith the electronic controller.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,single cylinder, I2, I3, I4, I5, V6, V8, V10, V12 and V16 enginesoperating in natural gas, gasoline, diesel, or alternative fuelconfigurations could use the present description to advantage.

The invention claimed is:
 1. A vehicle system, comprising: an engine; atransmission coupled to the engine; and a controller includinginstructions stored in a non-transitory memory for shifting thetransmission from a gear to neutral in response to a vehicle beingstopped, a brake pedal being applied, and more than a predeterminedactual total number of braking events before the brake pedal is fullyreleased.
 2. The vehicle system of claim 1, where the predeterminedactual total number of braking events is based on an actual total numberof times a brake pedal is applied and released.
 3. The vehicle system ofclaim 1, further comprising additional instructions to increase anengine idle speed in response to an actual total number of brakingevents.
 4. The vehicle system of claim 1, further comprising additionalinstructions to shift the transmission to the gear in response to thebrake pedal being fully released.
 5. The vehicle system of claim 1,further comprising additional instructions to shift the transmission tothe gear in response to an accelerator pedal being applied.
 6. Thevehicle system of claim 1, where the gear is a forward gear or reverse.